Train signaling system.



No. 823,114. PATBNTED JUNE l2, 1906. J. GERARD. TRAIN SIGNALING SYSTEM.

APPLIUATION FILED JULY s1, 190s.

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PATENTED JUNE 12, 1906.

J. GERARD. TRAIN SIGNALING SYSTEM.

APPLICATION FILED JULYal. 190s.

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/ f f l JOSEPH GERARD, OF GAINESVILLE, TEXAS.

TRAIN SIGNALING SYSTEM.

Specicaton of Letters Patent.

Patented June 12, 1906.

Application filed July 31.1903. Serial No. 167.792.

To tl/Z whom it may concern.-

Be it known that l, JosEPH GERARD, a citizen of the United States, residing at Gainesville, in the county of Cooke and State of Texas, have invented a new and useful Train Signaling System, of which the following is a specification.

This invention relates to train signaling systems.

' One object of the invention is to provide a signaling mechanism for use in connection with trains having automatic air-brakes of the Westinghouse or other type that will immediately notify the engineer, by means of a suitable alarm, if the system is not in proper order, as by the stoppage of the air-pump or the presence of a closed angle-cock on either Y the train-pipe or the signal-pipe.

A further object of the invention is to provide an air-brake and signaling system in which there is a complete circuit from the engine through to the rear of the train and thence returning to the engine, so that in the event of the closed angle-cock in any position the engineer may apply the brakes through one pipe up to the closing-cock and thence in theopposite direction through the other pipe to the cock.

A further obj ect of the invention i's to provide a signaling system which will set into operation an automatic sounding alarm on alteration of the pressure.

A still further object of the invention is to provide a novel form of signaling mechanism by which the train crew may signal the engineer without causing material reduction of the pressure in the signal-pipe and in which the air contained in the signal-pipe is not used direct for actuating the whistle or similar alarm on the engine.

A still further object of the invention is to provide a signaling mechanism in which an auxiliary reservoir is supplied with air from the signal-pipe and is utilized for sounding the Whistle on the reduction of pressure in the signal-pipe.

A still further object of the invention is to provide an improved form of signal-valve for which the necessity .of a separate passage from the signal-pipe to the whistle connection is avoided, so as to insure proper operation of the diaphragm at all times.

A still further object oil the invention is to provide an adjustable governing device which may be set to operate at any pressure and sound an alarm during the increase or decrease of pressure beyond a given point.

A still further and important Object of the invention is to provide a brake and signaling system in which the reducing-valve is arranged at the rear end of the train and serves as a connection between the train-pipe and the signal-pipe.

With these and other objects in view, as will more fully hereinafter appear, the invention consists in the novel construction and arrangement of parts herein described, illustrated in the accompanying drawings, and particularly pointed out in the appended claims, it being understood that various changes in the form, proportions, size, and minor details of the structure may be made without departing from the spirit or sacrificing any of the advantages of the invention.

In the accompanying drawings, Figure l is an elevation, partly in the nature of a diagram, of a train signaling system constructed and arranged in accordance with the invention, Fig. 2 is a sectional elevation of the more important members of the system, including the signal-valve and the governor. Fig, 3 is a sectional elevation of an ordinary form of reducing-valve for connecting the train-pipe to the signaling-pipe. Fig. 4 is a fragmentary view of a portion of the structure shown in Fig. 2, the valve being illustrated in a different position. Figs. 5, 6, and 7 are views of details more specifically referred to hereinafter.

Similar numerals of reference are employed to indicate corresponding parts throughout the several figures'of the drawings.

In carrying out the present invention the equaliZing-valve is removed from its place on the engine and is disposed at the rear end of the train, forming a part of the train crews equipment and being placed in position by the crew on taking charge of the train. The train-pipe is arranged in the ordinary manner and coupled through to the end of the train, its rear end being connected to the reservoir end ofthe reducing-valve 2, which may be of the usual construction, and the ordinary signal-pipe is connected to the signalpipe end of the valve, so that there is formed a continuous air-line from the engine through the train-pipe to the rear end of the train and .thence returning to the engine by the signalpipe. The reducing-valve is set in the usual manner to reduce to about forty-'live pounds.

IOO

On the engine is placed a signal-valve 3 in the form of a cup-shaped casing having a re-.

movable head 4, and the lower end of the casing communicates by a pipe 5 with the usual signal-whistle or other alarm 6 in the cab.

Between the cap and main body of the signal-valve is placed a diaphragm 7, connected to the valve-stem S, carrying a valve that governs the flow of air under pressure to the whistle, such air being supplied from an auxiliary reservoir 9, which in practice will be of about the sam'e size as an ordinary equalizing-reservoir and connected to the lower portion of the signal-valve by a pipe 10. The signal-pipe 1 is connected by a branch pipe 11 to the upper portion of the signal-valve, and the pressure of air in the signal-pipe serves to depress the diaphragm and maintain the valve in closed position. When this pressure is reduced, as by the opening of the ordinary conductors valve, the diaphragm will raise and allow air to pass from the auxiliary reservoir through pipe 5 to the whistle 6.

The upper portion of the signal-valve is connected to the pipe 10 by means of a branch pipe 12, having a check-valve 13 opening in the direction of the pipe 10, and through this pipe air is supplied to the auxiliary reservoir until its pressure is equal to that of the pressure in the signal-pipe. When the signal-pipe pressure is reduced, the valve will automatically close in order to prevent the air from passing through the auxiliary reservoir to the upper end of the signal-valve. At a convenient point on the engine is arranged a governor 14 in the form of a twopart casing having suitablebooting-ilanges, or it may be formed by an integral casing, if desired. This casing is separated into two chambers by a piston 15, having a suitable stem 16 surrounded by a helical compressionspring 17, the stress of which may be adjusted by a nut 18, extending through the end of the casing, and in the spring-chamber is a vent 19 to permit the free passage of air. The chamber on the opposite side of the piston is connected by a pipe 20 to the signal-pipe, said pipe 20 having a check-valve 21 with openings through the signal-pipe. In the lower portion of the casing is a port 22, communicating with the upper portion of the signal-Valve by means of a pipe 23, said pipe being provided with a check-valve 24, which opens in the direction of the port 22. The casing is further provided with a second port 25, connected by a pipe 26 to an automatic signal 27, which may be in the form of a whistle, and immediately .below the signal 27 is placed a valve 28, normally held in open position by means of a suitable spring.

In the pressure-chamber of the governor is a V-valve 30, connected to and movable with the piston, said valve having a port 31, which may be adjusted to position to place the ports 22 and 25 in communication with each other, and when this occurs air will pass from the top of the signal-valve through pipe 23, port 20, valve-port 31, port 25, to pipe 26, and thus sound the alarm 27 Under normal conditions, however, the valve will be moved to close the port 22, so that the signal 27 will not be sounded until the pressure of the signal-pipe is reduced to such an extent as to allow spring 17 to move the valve and again .open communication between the ports 22 and 25.

In the operation of a mechanism of this character the train-pipe and signal-pipe are coupled together through the reducing-valve at the rear end of the train, and air under suitable pressure (about forty-five pounds) flows through the pipe 11 to the upper end of the signal-valve and passes through pipes 12 and 10 to the auxiliary reservoir 9 until the pressure inthe reservoir is equal to that in the signal-pipe. 4 At the same time the air will force the diaphragm 7 down and vmaintain the valve in closed position, so that the whistle 6 cannot be sounded until the signalpipe pressure is reduced. Air will also flow through the pipe 2O to the pressure-chamber and will force the piston or diaphragm 15 outward, and during the first part of this operation when the pump is iirst started the ports 22 and 25 will be placed in communication with eachother and air will pass through pipe 23 and through these ports to the pipe 26, sounding an alarm 27. The alarm 27 continues to sound during all of the outward movement of the piston or diaphragm 15 until the valve is moved to such position as to close port 22, and during this interval the engineer is informed that the pressure in the signal-pipe and the auxiliary reservoir 9 is increased to a predetermined extent to which the governor-spring 17 is set, and thereafter anyincreased pressure will not act to cause the sounding of alarm 27, nor will the alarm be sounded except during the short interval that the pressure is increased between two points, as from thirty-five to forty pounds, the valve closing in one direction at thirty-five pounds pressure and at forty pounds pressure in the opposite direction.

In starting the apparatus into operation the air is forced through the train-pipe from the engine in the usual manner, and as both the train-pipe and the signal-pipe are provided with pressure-gages in the cab the engineer can readily tell whether the parts are in proper working order. If the train-pipe gage only is moving, he will note that the angle-cock on leaving the train-pipeor signalpipe is closed, or if the pressure is not increasing on either gage he will note that the pump is stopped. As soon as the auxiliary reservoirs of the brake system are filled and the pressure in the signal-pipe increases he will be informed by the iirst sounding of the alarm-whistle 27 that the pressure is at about IOO thirty-ive pounds, and .he vmay .then hold the normally open valve 28 in closed positionuntil the pressure increases to forty pounds or Amore, during Awhich interval the i valve 30 pipe and through reducing-valve the vpres- .sure at the rear end of the train-pipe.

While thedegree of pressure in the signalpipe may be altered, it is found yin practice that byhaving a pressure of forty-ive pounds andby setting thegovernor-spring for apressureofiorty pounds the signal-pipe pressure -.may be reducedand the signal 6 sounded for a number ofY successive times without reducing the pressure of .the piston or diaphragm 15 to such an extent as to allow valve 30 to open and sound the alarm-whistle 27.

While the diaphragm .has been described as employed in the signal-valve and a piston for the second valve, it is to be understood that either pistons or diaphragms may be employed in either case.

On the train-pipe side of the reducingvalve is a valve-seat 40, against which seats a spring-pressed valve 41, having a leakageopening 42, through which a small volume of air may pass from the train-pipe through the signal-pipe. When the air-hose is first coupled, the valve permits prompt charging of the signal-line, and the piston of the governor is quickly moved to running position and retained there until the pressure falls from any cause,.when the piston moves in the opposite direction and the valve is opened to allow air to pass through the whistle. The valve 41 is held closed by a spring 44, exerting about five pounds pressure, and normally will not open unless there is considerable reduction of pressure in the signal-pipe, and the air cannot leak through the opening 42 in time.

Freight-cars are not usually equipped with signal-pipes; but with the use of thc apparatus forming the subject of the present invention the train-pipe maybe utilized by the conductor to sound a signal-whistle in the cab. On reference to Fig. 5 it will be seen that the signal-hose and train-pipe hose are coupled together at the pilot of the engine, and the conductor by the usual conductors valve at the caboose may reduce the train-pipe pressure ive or six ounces, and this will permit the sounding of the alarm without setting the brakes, inasmuch as the triple valve of the brake system will not respond to a reduction of this kind. Fig. 5 also shows the applicalitioniofaa ,portion-of the-device in the caboose,

theair-reservoir and governor `alone vbeing used and being connected in the manner -shown in Fig. 7.

In this case both the governor and the reservoir 9 are connected to the train-pipe,and the pressure of the spring 17 is so regulated that the whistle. would not be sounded f on a service application of the brakes but in the event oi a closed anglecock or the failure of the pump lthe pressure wouldbe reduced to such an extent as to permit the sounding of the alarm, and thus ynotify the conductor and rear brakeman of the fact.

In order to prevent the operation of the `signal-valve on a freight-train when the engineer is` applying brakes, I employ a cut-out cock 46 on the pipe 10, leading from the reservoir 9,1and said cock is connected to the engineers brake-valve bya link 47, so that when a valve is moved for a service or emergency stop the cock 46 will Vbe closed and both signal-whistles cut out, so that neither Acan sound while the brakes are being applied.

Having thus described the invention, what is claimed isi y1. In anapparatus of the character described, a train-pipe extending from the engine to the rear end of the train, a signal-pipe extending from the rear end of the train to the engine, and a reducing-valve disposed at the rear end of the train and connecting the two pipes, the connection through the reducingvalve serving to permit constant communication between the train and signal-pipe and the automatic restoration of air-pressure in the latter after each signaling operation.

2. In apparatus of the class described, train and signal pipes extending throughout the length of the train, and a detachable reducing-valve forming a part of the equipment of the train crew, said valve having an air-hose coupling connection for connection with the air-hose couplings of both train and signal pipes at the end of the train, the connection through the reducing-valve serving to permit constant communication between the train and signal pipes, and the automatic restoration of air-pressure in the latter after each signaling operation.

3. In a train signaling mechanism, the separate train and signal pipes, and a reducingvalve arran ed remote from the engineers position an forming a connection between the two pipes, said reducing-valve comprising means for permitting constant communication between said pipes and the automatic restoration of air-pressure in the signal-pipe after each signaling operation.

4. In a signaling mechanism, the combination with the train signal-pipe of an airbrake system, a pressure-operated signal including a valved casing connected with the signal-pipe, and an auxiliary governing and signaling device having a pressure-supply IOO IIO

ISO

connection with the signal-pipe throu h the casing of the pressure-operated signal c evice. 5. In a train signaling mechanism, the

combination with the train signal-pipe of an.

air-brake system, of a pressure-operated signal device including a valve-casing connected with the train signal-pipe, and an auxiliary governing and signaling device having a pressure-controlled valve, said auxiliary device having direct connection with the train signal-pipe, and also a separate pressure-supply connection with said pipe through the casing of said pressure-operated signal device.

6. In a signaling mechanism, the combination with the train signal-pipe of an airbrake system, a signal-valve casing having a diaphragm therein exposed directly to the signal-pipe pressure, a signal-whistle, an auxiliary reservoir supplied3 by the signal-pipe and communicating with the signal-whistle, a valve carried by said diaphragm and controlling the connection between the auxiliary reservoir and the signal-whistle, and an auxiliary governing and signaling device including an auxiliary alarm, a valve-casing having an indirect connection with the signal-pipe through said signal-valve casing, and a piston-controlled valve operating to place the auxiliary alarm in and out of communication with its source of pressure-supply.

'7. In a signaling mechanism, the combination with a train signal-pipe of an air-brake system, of a signal-valve casing provided with a valve-seat, a diaphragm working in the casing and carrying a valve cooperating with said seat, an auxiliary reservoir in communication with said casing at one side ofthe valveseat, a signal-whistle having a pipe communicating -with the casing at the other side of said valve-seat, a pipe connection between the train signal-pipe and the casing at one side of the piston member therein, a similar connection between the casing at the same side of the piston member therein and the auxiliary reservoir, and an auxiliary governing and signaling device having an indirect pressure-supply connection with the train signal-pipe through said signal-valve casing.

In testimony that I claim the foregoing as my own I have hereto aiiixed my signature in the presence of two witnesses.

JOSEPH GERARD.

Vitnesses:

I-I. A. ADEOLINE, J. N. SHAOKLETT. 

